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The reveal of this information did not go exactly as planned as BimmerBoost vendor Evolve automotive wanted the reveal to take place here. Unfortunately, certain competitors got wind of Evolve entering the hotly contested E92 M3 supercharger market and set out to do their typical discrediting of competing products. It is for this reason that Evolve wanted to stay away from any other sites and do their reveal here. The official reveal may have been spoiled somewhat but here are the details on the three upcoming versions of the Evolve supercharger kit.

There will be intercooled and non-intercooled versions. When speaking with Sal from Evolve during development BimmerBoost put emphasis on creating a non-intercooled version. Salman stated that he believes the S65 is extremely temperature sensitive from what he has seen from testing and did not necessarily like the idea. However, BimmerBoost believes an entry level alternative is necessary to what is already on the market. After some debate Evolve decided they will offer a 4-5 psi non-intercooled entry level kit.

All Evolve kits use a Rotrex C38-91 supercharger. This is the largest supercharger in the Rotrex C38 range and it flows 11% more air than the C38-81. The RPM limit on this blower is 90,000 rpm, higher than any S65 V8 kit using a Vortech blower. No other kit features a Rotrex blower.

This is the C38-91 compressor map:

The C38-91 retails alone for $2595.

[email]Sal@evolve has made a big point about the cooling when supercharging with this motor. That is why the plenum design is innovative and features a larger volume than competitors. The design of the kit is built around intercooling and not charge cooling.

8 psi is good for the ~625 crank range. Here are dyno graphs at 7.5 psi on pump gas with the Evolve exhaust system:

Flywheel:

Wheels:

Evolve has tested up to 9 psi but believes anything higher than 8 is pushing it on the stock internals with this blower. Production kits will feature 8psi for markets with fuel to support it. Here are graphs at 9 psi:

The kit will be available for export and will be available for 91 octane fuel like what is available in California. The kits for 91 octane fuel will feature about one pound less boost, so 7 psi. Here is a rundown of the currently planned kit offerings and specs:

Non Intercooled 500-530HP System @ 5 PSI ---- Not Sure we want to release this yet! This is the one that needs the most amount of testing. Not happy releasing anything non intercooled.
Air to Air Front Mount Intercooled 580-600 HP @ 7 PSI
Air to Air Front Mount Intercooled 600-630 HP @ 8 PSI

(Boost readings are taken at plenum)

(Note – Power will vary and will be heavily dependant upon ambient temperatures as the S65 is very dependant upon combustion temperatures)

*Reduces Stress on Tensioner Pulley and has a secondary function of protecting injury from belt

Below are some additional pictures. Keep in mind the bracket is engineered from high grade 6082 aluminum that will additionally be coated with xylon/teflon. It will be able to handle all the rigors of supercharging without flexing whatsoever. There are no spacers used in the bracket.

There is also no cutting required for the front mount intercooler.

Expect more details in the coming weeks as the kits near completion for production.

If you do serious hardware you will get the space for the hairdryer. Just like what SavSpeed did. But i would do the same hardware for a F1 Procharger as i'm not a fan of single turbo's on V engines.

Why is that? A properly sized turbo is beneficial just in terms of the gains you'll see vs. a comparable sized supercharger application, regarding parasitic loss alone. Torque? Yea, that problem is solved too. More boost doesn't require a pulley swap either, but that's common knowledge. Ive seen this same trend on another platform years ago, superchargers dominated the market for the first few years. Then, a lone bandit enters and releases a true bolt on turbo kit for the same car. Next thing you know, the turbo wars begin. It's only a matter of time now..

Why is that? A properly sized turbo is beneficial just in terms of the gains you'll see vs. a comparable sized supercharger application, regarding parasitic loss alone. Torque? Yea, that problem is solved too. More boost doesn't require a pulley swap either, but that's common knowledge. Ive seen this same trend on another platform years ago, superchargers dominated the market for the first few years. Then, a lone bandit enters and releases a true bolt on turbo kit for the same car. Next thing you know, the turbo wars begin. It's only a matter of time now..

Are you the dude with black E90?

As for the sc vs. turbo, it has nothing to do with the power or torque. It's just because i love centrifugal superchargers. The sound, torque/power curve etc...
And why i don't like single turbo V8? Well it's due the fact i'm a symmetry guy. I know it's odd, but it's me.

Why is that? A properly sized turbo is beneficial just in terms of the gains you'll see vs. a comparable sized supercharger application, regarding parasitic loss alone. Torque? Yea, that problem is solved too. More boost doesn't require a pulley swap either, but that's common knowledge. Ive seen this same trend on another platform years ago, superchargers dominated the market for the first few years. Then, a lone bandit enters and releases a true bolt on turbo kit for the same car. Next thing you know, the turbo wars begin. It's only a matter of time now..

You can't apply a different car to this one as the problem is packaging more than anything else.

We haven't seen anything from Savspeed in a while and will they be able to fit a big enough turbo?

Single turbo on a V is fine why nto be a fan?

It's just a personal feeling. Everytime i see a side mounted single turbo V shaped engine, i just think about how things would be better if there was another hairdryer on the opposite side too. Plus a single turbo is less efficient than a proper twin turbo as the turbo in single is far from at least on bank of cylinders.

We haven't seen anything from Savspeed in a while and will they be able to fit a big enough turbo?

Single turbo on a V is fine why nto be a fan?

Iv attempted to reach out to them multiple times, with no avail. They may have went under...

Originally Posted by Sticky

You can't apply a different car to this one as the problem is packaging more than anything else.

Sure is, took another look at it today. The downpipe is the biggest physical issue.

Originally Posted by Sorena

Are you the dude with black E90?

No. Black E92.

Originally Posted by Sorena

As for the sc vs. turbo, it has nothing to do with the power or torque. It's just because i love centrifugal superchargers. The sound, torque/power curve etc...
And why i don't like single turbo V8? Well it's due the fact i'm a symmetry guy. I know it's odd, but it's me.

Living in a box, are we? The sound? Have you heard a 76mm turbo on a V8? The torque/power curve is pathetic on these S/C cars.

Plus a single turbo is less efficient than a proper twin turbo as the turbo in single is far from at least on bank of cylinders.

This is absolute rubbish, myth, stereotype, whatever you want to call it. Define the word efficient, and let me know if you see the word BMW M3 come up. Are you referring to drive-ability? Power? I think efficient is the wrong word to be throwing around. And if is the proper word, please cite your sources.

"Is far from at least on bank of cylinders" doesn't matter in turbo setups.NA or S/C applications, by all means, equal length headers are optimal for scavenging the exhaust. Single turbo setup? Keep the headers hot, downpipes wrapped, and place the turbo somewhere that will allow the oil to drain using gravity, eliminating the need for an expensive oil pump, and you'll have a happy setup.

This is absolute rubbish, myth, stereotype, whatever you want to call it. Define the word efficient, and let me know if you see the word BMW M3 come up. Are you referring to drive-ability? Power? I think efficient is the wrong word to be throwing around. And if is the proper word, please cite your sources.

"Is far from at least on bank of cylinders" doesn't matter in turbo setups.NA or S/C applications, by all means, equal length headers are optimal for scavenging the exhaust. Single turbo setup? Keep the headers hot, downpipes wrapped, and place the turbo somewhere that will allow the oil to drain using gravity, eliminating the need for an expensive oil pump, and you'll have a happy setup.

Rubbish? My sources are the 2 years of studying fluid mechanics in one of the finest universities in Europe. If you think a side mount turbo is as efficient as a V mount twin turbo setup, then i think i don't need to explain anything to you.

Rubbish? My sources are the 2 years of studying fluid mechanics in one of the finest universities in Europe. If you think a side mount turbo is as efficient as a V mount twin turbo setup, then i think i don't need to explain anything to you.

I see your logic, but without exact details in what type of application were discussing, it's pointless to continue. If this platform allowed for twins, by all means, a pair of snails would be great.